DATA &

SPECIFICATIONS

Wärtsilä 2-stroke RT-126

Technical Services Issue 3, 02 May 2016

Diesel engine fuels

At your convenience

Information to all Owners and Operators of Affected products

Wärtsilä 2-stroke diesel engines. All Wärtsilä 2-stroke engines.

Preventive action
To ensure trouble-free operation of
Wärtsilä 2-stroke engines, it is important to
read the information and follow the
recommendations about the fuel oils
stated in this bulletin.

Validity
This Technical Bulletin remains valid from
the date of issue until further notice.

Note
This Data & Specifications bulletin Issue 3
supersedes .Data & Specifications bulletin
RT-126, Issue 2, dated 01 December
2014. The new issue 3 provides detailed
recommendations about catalyst fines.

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414
CH-8401 Winterthur technicalsupport.chts@wartsila.com
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Contents
Page
1 Introduction 2
2 Terms and Glossary 3
3 Heavy fuel oil 3
4 Notes on HFO requirements 6
5 Distillate fuels 11
6 Notes on distillate fuel requirements 13
7 Bio-derived products and Fatty Acid Methyl Esters (FAME) 15
8 Fuel additives 16
9 Non-standard fuels 16
10 Contacts 17

1 Introduction
NOTE:
This Data & Specifications bulletin supersedes Data & Specifications bulletin
RT-126, Issue 2, dated 01 December 2014, entitled “Diesel engine fuels”. The new
Data & Specifications bulletin provides detailed recommendations about catalyst fines.

Almost all hydrocarbon residual, distillate and some renewable bio-fuels can be burned
in a diesel engine if applicable procedures are followed. The quality of the fuel will have
an effect on the frequency of overhauls and the work necessary for fuel preparation.
Economic conditions such as the engine type, size and speed etc. will have an effect
on the fuel quality margins.

Gas oils and diesel oils (distillates) can be used in all Wärtsilä engines subject to some
limitations. Wartsila 2-stroke diesel engines can operate with heavy fuel oil (HFO) that
has a viscosity of up to 700 cSt (in accordance with the ISO 8217:2012 specification).
The vessel must have the applicable preparation and process equipment on board to
get the fuel to the correct grade. When fuels with very low sulphur content are used,
operators must obey Wärtsilä’s instructions and guidelines to correctly run-in new
piston rings and cylinder liners.

NOTE:
HFO must be treated in a suitable fuel treatment plant.
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When bunkering, the fuel suppliers only report some of the values given in the Quality
Specifications. Frequently, only the density and maximum viscosity is given and this
makes full understanding of the properties of the fuel difficult for the operator of the
ship; thus, it is important to get a full certificate of analysis with each bunker.

The supplier must guarantee the stability of the fuel, i.e. resistance to the formation of
sludge. Also, the fuel must not have a corrosive effect on the injection equipment and
must not contain used lubricating oil or chemical waste.

Fuel from different bunkers must not be mixed because there is a risk that the fuels
may contain different compositions (e.g. this can cause fouling of filters or too much
sludge, which will overload the fuel operation equipment). Fresh bunkers must always
be put into empty tanks and not on top of old bunkers.

2 Terms and Glossary

Table 1: Terms and glossary

Abbreviation Name / Part

BSFC Brake Specific Fuel Consumption in g/kWh
CCAI Calculated Carbon Aromacity Index
CMCR Contract Maximum Continuous Rating in kW
cSt centi Stokes (1 cSt = 1 mm2/s)
HFO Heavy Fuel Oil
ISO International Organization for Standardization

3 Heavy fuel oil

Fuels used in marine diesel engines are blended using many different products from
the petroleum refinery process that can include fuels such as HFO and gas oil. To get
the necessary viscosity as specified by the supply specifications, the heavier oil stocks
are blended with lighter, less viscous components. Modern refineries also apply a
secondary conversion process such a viscosity breaking (also known as visbreaking)
and catalytic cracking to get a higher yield of lighter products. The remaining products
are mixed to get HFO.
The viscosity is usually used as a reference to identify marine fuels. The viscosity is
measured and stated at 50 °C by international convention and is shown in mm2/s,
referred to as centistokes (cSt). The fuels are classified in accordance with ISO 8217
and the latest revision is the 5th edition released on 15 August 2012.
Viscosity itself is not a quality criterion. To make an analysis of the fuel quality to
ensure that the fuel it is suitable for use in a diesel engine, some additional properties
of the fuel must be considered, see Table 2.
Very good supervision, engine maintenance and fuel treatment equipment is necessary
especially when the properties of the fuel used is near the permitted maximum and
minimum limits. Poor quality fuels or insufficient or inadequate preparation can lead to
problems in handling and/or combustion. This will itself lead to higher maintenance
requirements, shorter service intervals and possibly shorter service life of various
components of the equipment.
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The values in the column “Bunker limit” (ISO 8217:2012 RMK700) show the minimum
quality of heavy fuel as bunkered, i.e. as supplied to the ship/installation. Good
operation results mainly from fuel conforming to ISO 8217 limits. However, the use of
fuel with lower density, metal, ash and carbon contents can have a positive effect on
overhaul periods while others can have a very negative effect. These effects can
improve combustion and exhaust gas composition as well as a decrease in wear.

The fuel oil as bunkered must be treated before it is consumed in the engine. It is
recommended that the related specifications of Wärtsilä Switzerland Ltd are followed
for the design of the fuel treatment plant. The minimum centrifuge capacity is
1.2 x CMCR x BSFC / 1000 (litres/hour), which is related to 0.21 l/kW. The fuel
treatment must remove sludge and water, as well as reduce Cat Fine content to a level
so as to achieve the limits at the inlet to the engine as defined by the engine builder.

According to ISO 8217, unwanted substances such as used oil or chemical waste must
not be added to the fuel. It is recommended to have a sample of the fuel oil received on
board tested by a specialist laboratory. This will define the properties of the fuel oil,
whether it conforms to the specifications required by the ship operator, showing
compliance to ISO 8217 or identify any required special treatment. This is because of
the damage these substances can cause to fuel system components, fuel injection
equipment, pistons, rings, liners, exhaust valves and seats, as well as hazards to the
crew, machinery and equipment on board and the environment. Turbocharger, exhaust
system and boiler contamination can also occur because of poor fuel quality.

The engine inlet fuel quality specification of Wärtsilä is based on the latest ISO
8217:2012 standard.

ATTENTION:
It is very important that the fuel is fit for purpose in the related engine application.
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Table 2: Wärtsilä fuel oil requirements and quality limits at the engine inlet based on
ISO 8217/2012*1)

Required fuel
Parameter Unit Bunker limit Test method quality at
engine inlet
Kinematic viscosity at 50 °C mm2/s [cSt] *A) max. 700 ISO 3104 13 to 17 *2), *3)

Density at 15 °C kg/m3 max. 1010 *4) ISO 3675/12185 max. 1010

CCAI — max. 870 Calculated max. 870
Statutory
Sulphur *5) m/m [%] ISO 8754/14596 max. 3.5
requirements
Flash point °C min. 60.0 ISO 2719 min. 60.0
*6)
Hydrogen sulphide mg/kg max. 2.00 IP 570 max. 2.00
Acid number mg KOH/g max. 2.5 ASTM D 664 max. 2.5
Total sediment aged m/m [%] max. 0.10 ISO 10307-2 max. 0.10
Carbon residue: micro
m/m [%] max. 20.0 ISO 10370 max. 20.0
method
Pour point (upper) *7) °C max. 30.0 ISO 3016 max. 30.0
Water v/v [%] max. 0.50 ISO 3733 max. 0.20
Ash m/m [%] max. 0.150 ISO 6245 max. 0.150
ISO 14597/
Vanadium mg/kg [ppm] max. 450 max. 450
IP501/470
Sodium mg/kg [ppm] 100 IP 501/ IP 470 max. 30
ISO 10478/
Aluminium plus silicon mg/kg [ppm] max. 60.0 max. 15
IP501/IP 470
Used lubricating oils (ULO) ULO present if: Do not use if:
may not be present: Ca>30 and Zn>15 IP 501 or Ca>30 and Zn>15
Calcium and zinc mg/kg or IP 470 or
Calcium and phosphorous Ca>30 and P>15 IP500 Ca>30 and P>15

*A) 1 mm2/s = 1 cSt (Centistoke).

*1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland
(www.iso.ch).
*2) The required fuel viscosity at the fuel pump inlet for RTA and older engines must be in the
range 13 to 17 mm²/s (cSt)
*3) The required fuel viscosity at the fuel pump inlet for RT-flex and W-X engines must be in
the range 10 to 20 mm2/s (cSt). However, the 13 to 17 mm2/s (cSt) range is recommended
for the operation with HFO.
*4) Limited to max. 991 kg/m3 if the fuel treatment plant cannot remove water from high-density
fuel oil.
*5) ISO 8217:2012, RMK700. Note that lower sulphur limits can apply based on statutory
requirements and sulphur limits are not defined in ISO 8217:2012.
*6) The hydrogen sulphide limit is applied since 1 July 2012.
*7) Purchasers must make sure that the equipment on board is capable of maintaining the fuel
at a temperature above the Pour Point at all times, especially in cold climates.
For data about the parameters given in Table 2, see the Appendix 1 of this document.

ATTENTION:
The maximum allowed temperature of the fuel at engine inlet for all Wärtsilä 2 stroke
engines is 150 °C.
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4 Notes on HFO requirements

4.1 Viscosity
The current recommendation for fuel viscosity at the fuel pump inlet when operating on
HFO is 13 mm2/s (cSt) to 17 mm2/s (cSt).

Table 3: Recommended viscosity range

Example:
To get the recommended viscosity upstream of the fuel injection pumps, a fuel that has
380 mm2/s (cSt) at 50 °C must be heated between 130 °C and 140 °C.
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The maximum permitted viscosity of fuel that can be used in an installation depends on
the heating and fuel preparation facilities available. The flow and the temperature of the
fuel through the centrifuges must be adjusted in relation to the viscosity to get good
separation. Increasing the temperature of the fuel to more than 150 °C to get the
correct viscosity at engine inlet is not recommended. This is because the fuel can start
to decompose, form particles and can be above than the flash point.

4.2 Density
The composition of the fuel gives the density. A high density shows a high aromatic
content. It is not always possible to use conventional method to measure the density at
15 °C. Thus, the measurement is made at a higher temperature and then adjusted
back to the reference temperature. Most bunkers blended and supplied to the
specification that is ordered by the customer. Now this will mostly be the ISO
8217:2012 RMG specification, which has a maximum density of 991.0 kg/m3.
Applicable fuel preparation equipment, which can be adjusted for a fuel density greater
than 991.0 kg/m3, must be available on board if high density fuels are used.

4.3 CCAI (Calculated Carbon Aromacity Index)

The ignition and combustion properties of the fuel in a diesel engine are partly related
to the specific engine design and load profile and partly to the fuel properties.

The CCAI is a calculated value originally intended to indicate the ignition properties or
ignition delay of the fuel related to the viscosity and density. The CCAI gives no
indication of the combustion properties. The CCAI limit is useful to measure fuels with
unusual density and viscosity relations.

More tests are available that are can find the ignition and combustion properties and
these can be helpful to examine the performance of the fuels.

4.4 Sulphur
Sulphur limits are not specified in the ISO 8217 because statutory specifications put a
limit on this value. The maximum sulphur level that can be used in Wärtsilä 2-stroke
engines is 4.5% m/m.

The alkalinity (Base Number (BN)) of the cylinder lubricating oil must be selected in
relation to the sulphur level of the fuel in use. The engine can operate for short periods
(some hours) with a cylinder lubricating oil that has an incorrect BN, but longer
operation must be prevented.

Indications for the selection of the BN of lubricating oil in relation to the sulphur are
found in:
• Technical Bulletin RT-161, Cylinder Lubrication.
• Data & Specifications Bulletin RT-138, Lubricating oils.
• Operation Manual, Group 0, Chapter 0750-1, Lubricating Oils.
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4.5 Flash Point

WARNING:
Fire Hazard. There can be highly flammable vapour in the air space above the
remaining fuel in the tanks. There must be caution when fuel is heated to help with the
filter process and injection if that temperature is above the Flash Point.

4.6 Hydrogen sulphide (H2S)

WARNING:
H2S is a very toxic gas and exposure to low concentrations is dangerous and can kill
you. At low concentrations H2S smells almost the same as rotten eggs, but cannot be
sensed at moderate concentrations, where it causes nausea and dizziness. Be careful
when tanks or fuel lines are opened because there can be H2S vapour.

4.7 Acid number

Fuels with high acid numbers have caused damage to fuel injection systems. Most
fuels have a low acid number, which is not dangerous, but an acid number above
2.5 mgKOH/g, can cause problems. Some naphthenic residual fuels can have an acid
number of more than 2.5 mgKOH/g, but still be permitted. Only a full laboratory
analysis can find the strong acid number.

4.8 Sediment, carbon residues, asphaltenes

High quantities of sediment, carbon and asphaltenes decrease the ignition and
combustion quality of the fuel and increase wear and damage to engine components.
Asphaltenes also have an effect on the stability of blended fuels and can cause too
much sludge in the separators and filters. If the fuel is not stable, this causes particles
in the bottom of the tank. To keep risks to a minimum, make sure that bunkers from
different suppliers and sources are not mixed in the storage tanks on board. Also be
careful when heavy fuel oil is mixed on board in order to decrease the viscosity.
Paraffinic distillate, when added to a heavy fuel oil of low stability, can cause
asphaltenes to collect, which causes heavy sludge. HFO can contain up to 14%
asphaltenes and will not cause ignition and combustion problems in 2-stroke engines if
the fuel preparation equipment is adjusted correctly.

4.9 Pour point

The operating temperature of the fuel must be kept between approximately
5 °C to 10 °C above the pour point to make sure that the fuel flows easily through the
system around the vessel.
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4.10 Water
The separator and the correct configuration of drains in the settling and service tank
are used to decrease the quantity of water in the fuel oil. The complete removal of
water is highly recommended to decrease the quantity of hydrophilic catalyst fines (cat
fines) as well as sodium in the fuel oil. Sodium is not a natural oil component, but
marine fuel oil often has sea water contamination, which has sodium. 1.0% sea water
in the fuel oil is related to 100 ppm sodium.

To get a good separating effect, the flow rate and temperature of the fuel must be
adjusted in relation to the viscosity. For high-viscosity fuels the separation temperature
must be increased, although the low rate must be decreased in relation to the nominal
capacity of the separator. For the recommended data and parameters to operate the
separator, refer to the separator instruction manual.

4.11 Ash and trace metals

Fuel with a low content of ash, vanadium, sodium, aluminium, silicon, calcium,
phosphorous and zinc are recommended. High contents of these elements can
increase mechanical wear, high-temperature corrosion and scale particles in the
turbocharger, exhaust system and boilers.

4.11.1 Vanadium and sodium

Sodium compounds decrease the melting point of vanadium oxide and sulphate salts,
especially when the vanadium to sodium ratio is 3:1. High sodium levels (as well as
lithium and potassium) at the engine inlet can cause fouling of turbochargers, exhaust
system and boilers. Ash modifiers can prevent the formation of particles and the effect
of high temperature corrosion.

4.11.2 Aluminium and silicon

Aluminium (Al) and silicon (Si) in the fuel are indications of catalyst fines. These are
particles of hard oxides (round particles of material almost the same as porcelain),
which cause high abrasive wear to pistons, piston rings and cylinder liners.
These catalyst fines are used as a catalyst in some processes in petroleum refining
and can be found in marine fuels. The most dangerous cat fines are of the size 10
microns to 20 microns.

Catalyst fines Change to: cause cylinder liners to become worn. Optimal operation of
the fuel separators on board can decrease the risks of cylinder wear by having:

• The optimal fuel oil inlet temperature at separator: a decrease in the fuel viscosity
has a positive effect of separation efficiency gives better catalyst fine removal
• The optimal flow rate through the separator: usually a fuel separator is designed
for fuel consumption plus a constant value, but engines rarely operate at 100%
load. The guideline for the best separator capacity must be set at approximately
110% of fuel consumption at the operation load.
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A decrease in fuel flow through the separator in relation to the fuel used gives better
separation. This is because the fuel stays in the separator for a longer period.

A high concentration of catalyst fines can collect at the bottom of the fuel settling tank
and service tanks. Regular procedures to short-drain the fuel from the settling tank and
service tanks removes sludge and the catalyst fines

More information and to choose the best settings of the fuel separators, check the
manual provided by the separator manufacturer. More information and
recommendations about catalyst fines can be found in the Technical Bulletin RT-140,
entitled “Catalyst fines in fuel oils”.

4.12 Used lubricating oil and other contaminants

Used lubricating oils and chemical waste must not be mixed into the fuel. If used
lubricating oil was included in the blend, the fuel will not be stable because the base oil
of lubricating oils is very paraffinic and can cause too much sludge. Most used
lubricating oil is from engine crankcase, thus its calcium, zinc, phosphorous and other
additive and wear metals will cause contamination. The limits in ISO 8217: 2012 and
the Wärtsilä specification state that no used lubricating oil must be in the fuel.

Chemical waste must not be added to the fuel. There were isolated examples of
polymers, styrene and other chemical substances. These substances can cause the
fuel to become too thick and block the filters. Chemical waste can also corrosive attack
and damage to fuel injections systems.
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5 Distillate fuels
Distillate fuels are increasingly being used in 2-stroke engines in order to meet the new
ECA regulations that are applicable from 1 January 2015. Distillate fuels are typically
easier operate than residual fuel, but caution still needs to be exercised for some
issues.
ISO 8217: 2012 specifies DMX, DMA, DMZ and DMB categories. The Wärtsilä engine
inlet specification is based on the DMB grade which is the highest viscosity grade.
DMX is a fuel that has a lower Flash Point and Viscosity that is used in some
emergency generators, thus more storage precautions are necessary. DMX is not
applicable for use in 2-stroke engines because of its low flash point and viscosity.

ATTENTION:
The Technical Bulletin RT-82, entitled “Operation on distillate fuels”, provides additional
and detailed recommendations for the operators when the engine is running with
distillate fuels.
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Table 4: Wärtsilä distillate fuel requirements and quality limits at the engine inlet based
on ISO 8217/2012*1)

Required fuel
Parameter Unit Bunker limit Test method quality at
engine inlet
min. 2.0
max. 11.0
Kinematic viscosity at 40 °C mm2/s [cSt] *A) ISO 3104 regardless of
min. 2.0
temperature
Density at 15 °C kg/m3 max. 900.0 ISO 3675/12185 max. 900.0
Cetane Index — min. 35 ISO 4264 min. 35

Sulphur *1) m/m [%] 2.0 ISO 8754/14596 max. 2.0

Flash point °C min. 60.0 ISO 2719 min. 60.0

*2) mg/kg max. 2.00 IP 570 max. 2.00
Hydrogen sulphide
Acid number mg KOH/g max. 0.50 ASTM D 664 max. 0.50
Total sediment by hot
m/m [%] max. 0.10 ISO 10307-1 max. 0.10
filtration
Oxidation stability g/m3 max 25 ISO 12205 max. 25
Carbon residue at
m/m % max. 0.30 ISO 10370 -
10% Residue
Carbon residue: micro
m/m % max. 0.30 ISO 10370 max. 0.30
method
Pour point (upper) winter
m/m % max. -6 ISO 3016 max. 0
quality *3)
Pour point (upper) summer
°C max 6 ISO 3016 max. 6.
quality *3)
Water v/v [%] max. 0.30 ISO 3733 max.0.20
Ash m/m [%] max. 0,010 ISO 6245 max 0.010
Lubricity, corrected wear
scar diameter max. 520
(wsd 1,4) 60 °C

*A) 1 mm2/s = 1 cSt (Centistoke).

*1) The purchaser shall define the maximum sulphur content in accordance with usual
statutory requirements.
*2) The hydrogen sulphide limit is applicable from 1 July 2012.
*3) Purchasers must make sure that the pour point is sufficient for the equipment on
board, especially for operation in cold climates.
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6 Notes on distillate fuel requirements

6.1 Viscosity
Distillate fuel does not have such a high viscosity as HFO, thus, the minimum required
viscosity at the engine inlet when using distillate fuel is 2 mm²/s (cSt).

The viscosity level cannot be met for all MDO and MGO batches unless the fuel is
cooled. Experience has shown that viscosities for DMA, DMZ and DMB distillate fuels
(as given in the ISO 8217 specification) have no adverse effect on the components in
the fuel system during operation. This is applicable only when there is a nominal lower
viscosity level of 2.0 mm2/s (cSt).

It is possible a cooler is necessary to achieve a viscosity level of 2.0 mm2/s, which is

related to the maximum fuel temperature. The viscosity is related to the bunkered fuel.
For more information, contact your nearest Wärtsilä representative.

NOTE:
The two points that follow concern low viscosity values:
• Lubricity
• Increased leakage
For more information, see paragraph “6.2 Lubricity” and Chapter 5 of the Technical
Bulletin RT-82, entitled “Operation on distillate fuels”.

6.2 Lubricity
ISO 8217:2012 specifies a maximum lubricity wear scar diameter of 520 µm to make
sure that fuel has sufficient lubricity, to prevent premature wear of fuel system
components.

6.3 Density
The composition of the fuel gives the density and high density indicates high aromatic
contents.

6.4 Cetane index

The ignition and combustion properties of a distillate fuel in a diesel engine are related
to the specific engine design and load profile and related to the fuel properties. The
cetane index is a calculated measure of the ignition properties or ignition interval of the
fuel in relation to the change in density at different steps of distillation. The density and
the temperature when 10%, 50% and 90% of the fuel is distilled, gives the cetane
index. This has no effect on the fuel combustion properties.
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6.5 Sulphur
Sulphur limits are specified in ISO 8217:2012 for distillate fuels, but statutory limits
must be obeyed. The alkalinity (BN) of the cylinder lubricating oil must be selected in
relation to the sulphur content of the fuel in use.

The engine can operate for short periods (some hours) with a cylinder lubricating oil
that has an incorrect BN, but longer operation must be prevented.

Indications for the selection of the BN of lubricating oil in relation to the sulphur are
found in:
• Technical Bulletin RT-161 entitled “Cylinder Lubrication”.
• Data & Specifications Bulletin RT-138 entitled “Lubricating oils”.
• Operation Manual, Group 0, Chapter 0750-1, entitled “Lubricating Oils”.

6.6 Flash point

WARNING:
Fire Hazard. There can be highly flammable vapour in the air space above the
remaining fuel in the tanks.

6.7 Hydrogen sulphide

WARNING:
H2S is a very toxic gas and exposure too low concentrations is dangerous and can kill
you. At low concentrations H2S smells almost the same as rotten eggs, but cannot be
sensed at moderate concentrations, where it causes nausea and dizziness. Be careful
when tanks or fuel lines are opened because there can be H2S vapour.

6.8 Acid number

Fuels with high acid numbers have caused damage to fuel injection systems. Most
fuels have a low acid number, which is not dangerous, but an acid number above
2.5 mgKOH/g, can cause problems.

6.9 Sediment
High quantities of sediment, carbon and asphaltenes decrease the ignition and
combustion quality of the fuel and increase wear and damage to engine components.
High quantity of sediments can cause filter to become blocked, or cause frequent
discharge from automatic filter systems. For more information about mixtures, see
paragraph 4.8.

6.10 Pour point

The operating temperature of the fuel must be kept between approximately 5 °C to
10 °C above the pour point to make sure that fuel flows easily. It is possible that in
extremely cold conditions, there could be problems for distillate fuel.
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6.11 Water
The quantity of water in distillate fuel can be decreased as follows:

• Let the fuel settle in the service tanks.

• Put the fuel through separator.

6.12 Ash and trace metals

Distillates must have a low quantity of ash, vanadium, sodium, aluminium, silicon,
calcium, phosphorous and zinc related to residual fuels. High quantities of these
materials increase mechanical wear, high-temperature corrosion and scale particles in
the turbocharger, exhaust system and the boilers.

6.13 Used lubricating oil and other contaminants

Lubricating oils and chemical waste must not be mixed into the distillate fuel. Large
quantities of detergent can cause water to stay in the lubricating oil. Additive materials
such as calcium, magnesium, zinc and phosphorous could increase the ash content to
more than that given in the specification.

Chemical waste must not be added to distillate fuel. There were isolated examples of
chemical waste substances found in fuel. These materials can cause the fuel to
become too thick and block the filters. Chemical waste can also cause damage the fuel
injection systems and cause fuel pump plungers and injectors to seize.

7 Bio-derived products and Fatty Acid Methyl Esters (FAME)

Such components can be found in marine fuels and can cause a decrease of
greenhouse gases and SOX emissions. Most bio-fuel components in diesel are FAME,
which come from a special chemical treatment of natural plant oils. These components
are mandatory in automotive and agricultural diesel in some countries. FAME is
specified in ISO 14214 and ASTM D 6751.

FAME has good ignition properties and very good lubrication and environmental
properties, but other more negative properties of FAME are equally well known:
• Possible oxidation and thus long-term storage problems.
• A chemical attraction to water and a nutrient for microbial growth.
• Unsatisfactory low temperature properties.
• FAME material particles on exposed surfaces, including filter elements.

Where FAME is used as a fuel, make sure that the on board storage, handling,
treatment, service and machinery systems are compatible of handling such a product.
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8 Fuel additives
Usually, fuel additives are not necessary to make sure of the satisfactory operation of
fuels that obey the ISO 8217:2012 standard. But some operators can use specified
additives that can change the effect of some fuel properties. Wärtsilä can make an
analysis of such additives and supply a No Objection Letter for specific additives after
evaluation of their properties.

NOTE:
Wärtsilä does not accept any liability or responsibility for the performance or potential
damage caused by the use of such additives.

9 Non-standard fuels
Wärtsilä has given approval to operate this engine with all fuels that have the
specifications given in this bulletin. Speak to Wartsila to get technical support for non-
standard fuel.

NOTE:
Wärtsilä does not accept any liability or responsibility for the performance of, or
damage caused by the use of such fuels.
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10 Contacts
10.1 How to contact Wärtsilä
For questions about the content of this Data & Specifications bulletin, or if you need
Wärtsilä assistance, services, spare parts and/or tools, please contact your nearest
Wärtsilä representative.
If you do not have the contact details at hand, please follow the link “Contact us” – “24h
Services” on the Wärtsilä webpage:
www.wartsila.com

10.2 Contact details for emergency issues

10.2.1 Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.

10.2.2 Field service

If you need Wärtsilä Field Service, please send your enquiry to:
ch.fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.

10.2.3 Spare parts

If you need Wärtsilä spare parts and/or tools, please contact your nearest Wärtsilä
representative or your key account manager.

© 2016 Wärtsilä Switzerland Ltd. – All rights reserved

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makes no representation, warranty (express or implied) in this publication and assumes no responsibility for the correctness, errors or
omissions for information contained herein. Information in this publication is subject to change without notice.

Unless otherwise expressly set forth, no recommendation contained in this document or any of its appendices is to be construed as
provided due to a defect of the product, but merely as an improvement of the product and/or the maintenance procedures relating thereto.
Any actions by the owner/operator as a result of the recommendations are not covered under any warranty provided by Wärtsilä and such
actions will thus be at the owners/operators own cost and expense.

NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO
THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED FOR INFORMATION
PURPOSES ONLY.